Kawasaki Zephyr 1100

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What if Kawasaki had never stopped developing its legendary Z-1, that 903cc powerhouse introduced in 1973? Now there's something to ponder. What if motorcycle development had never taken a turn toward the racetrack, and sport bikes had never sprouted single shock rear suspensions and upside down forks. If that were the case, we'd all be riding bikes like the one shown here, the 1993 Kawasaki ZR1100. For a time, even racers rode bikes like this one back in the late 70s and early ī80, when riders such as Eddie Lawson, Freddie Spencer and Wes Cooley ducked it out on unfaired 1025cc Super bikes. If this ZR1100 had been available the, it would have been one of the best, if not the best basis for building just such a race bike. Because while the ZR may reaped the benefits for a decade's worth of development.

The ZR1100 is, as its looks imply, part of the Zephyr family that also includes the now-defunct 550 and the still-for sale 750. In fact, when we previewed a production version of this motorcycle it was called the Zephyr 1100. Why was the name changed? Apparently, Ford Motor Company owns the rights to the name and kindly requested that Kawasaki cease and desists from using it. In spite of its name change, the ZR1100 feels every inch a larger heavier more powerful version of its smaller stable mates. Climb aboard settle into the big ZRīs contoured saddle and it reaches out to extend you a handshake courtesy of it Super bike-style handlebar. Foot pegs are moderately rear set but do not detract from the comfort quotient in the least. This is a big man motorcycle where 6-foot, 200 ponder will feel right at home, but where smaller riders are also tolerated. Mirrors, gauges, fuel cap, even the cam covers look Z-1 issue, albeit with a ī90s sort of flair. And the paint-we has never seen a Kawasaki so nicely finished. Fire up the e ZR, click it into gear and motor away, and the overriding impression is one of smoothness of refinement and civility. The air-cooled 1062cc dohc, two-valve-per-cylinder motor feels a bit soft on the bottom at least by modern 1100 standards, but there's excellent midrange from about 5000rpm on up with a healthy top end rush.

Horsepower propelling the 1100īs 556-pound dry weight the ZRīs acceleration is on par with the best 600cc sports bikes. Our test bike recorded an 11.88-second/114-mph quarter mile and 140 mph top speed, pretty respectable number for an unfaied "old tech" motorcycle. It's also smooth; thanks to its gear driven counterbalance and to its rubber front motor mounts. But while there's very little engine vibration to report the mirrors oddly buzz incessantly making it difficult to discern if that's a police car stalking you or a VW Microbus full of leftover hippies off to the Grateful Dead show. While the ZR is a smooth running and for the most part a smooth shifting motorcycle a bit of driveline lash sometimes makes gear changes notchy, especially at low rpm in the bottom three ratios of the five-speed transmission. Neutral is difficult to find with the bike moving, but easy once it's stopped thanks to Kawasaki's neutral finder that prevents the rider from shifting into second gear at a standstill. Also the neutral light lied until our test bike had some miles on it.

Our ZR in fact seemed to work better each mile that we rode it. Considering that it's an 1100 and a roomy one at that the ZR doesn't feel overly big when the going gets tight. Its relatively low medium width handlebar affords plenty of leverage for muscling it though the twisters and provides just enough forward lean to let the rider brace himself against the windblast. Steering it light and neutral feeling though not to the extent of the Zephyr 750 witch not only is lighter but also has a smaller diameter, 17-inch front wheel.

 The ZR1100 uses an 18 inches up front.There's plenty of ground clearance too thanks to the rear set foot pegs tucked in exhaust and contestant and excellent fork and shock spring rates. The twin rear shocks especially are impressive. Adjustable four ways for rebounds and compression damping and five ways for spring preload, the shocks offer a setting for any situation. Want to supple freeway float over the ripples. A Sporting ride? Set compression at number four for a firm, controlled feel. Rebound damping we left at number two, as much because it works well as because it's difficult to access the adjusters due to their close proximity to the hot mufflers. We predict that ZR owners intent on fine-tuning their rear suspensions will come to be recognized by the muffler burns on the back of their fingers, much like those two-stroke pilots with impending seizure clutch trigger hand or Britbike riders with kickback limp. Thankfully, the only shock adjustment that requires a tool is changing spring preload accomplished by sticking the back half of the toolkit Phillips head screwdriver into bosses on the shock's spring collars and turning them.

Simple. Even our heaviest hard riding testers didn't need to go past the third of five settings for solo sport riding, so carrying a passenger and luggage is definitely in the ZRīs repertoire.The stout 43mm fork, however is non adjustable and we think would benefit from fine-tuning. The fork works fine until you grab a handful of front brake, witch causes the fork to bottom, the front end to chatter and the tire to howl in brief rapid burst. Raising the fork oil level or changing to heavier fork oil would likely improve maters though this is no easy task because the ZRīs fork legs have no drain plugs. The twin four piston front brakes, pirated from the ZX-11 are excellent though-true one-finger stoppers.Available in showrooms by the time you read this, the new Zephyr, or, ZR1100, is an excellent motorcycle, as polished and capable as a standard style bike can be, witch is why Cycle World chose it as one of 1992īs Ten Best Bikes. Its few flaws are minor and we suspect, can either easily be remedied or will cure themselves with time. But and it's a big but-is the ZR1100 worth its asking price, a heart-stopping one dollar short of seven grand?

That, folks are for you to decide. Certainly, a number of motorcycles posses equal or greater performance and sell for a lot less. And there are some Kawasaki's own ZX-11, for example that are just as civil yet will put the ZR on the trailer in a performance contest and that don't cost that much more. But few motorcycles we would argue posses the ZRīs blend of 70īs styling and 90īs performance. Few around. And none so closely embody the spirit of the original Z-1. That alone makes the ZR1100 unique and worthy of consideration.

Source Cycle World